Automatic Transmission

AUTOMATIC TRANSMISSION
Igwegbe Ifeanyi George1

Department of Mechanical Engineering, University of Lagos, Akoka, Lagos
The aim of the experiment was to identify the basic components of an automatic
transmission, to describe the function and operation of most of the automatic transmission
components and to trace the flow of power through an automatic transmission. In this
report, the principle of Automatic transmission is discussed, the functions of the
components of automatic transmission fully detailed .The transmission is a device that is
connection to the engine and sends the power from range and its the transmissions job to
make sure that the power is delivered to the wheels while keeping the engine within that
range. The earliest automobiles offered only manual transmissions, but as traffic got
worse, engineers began searching for a way to have the car automatically the engine to the
drive wheels. An automobile engine runs at its best at a certain RPM shift from one gear to
another leading to evolution of automatic transmission system.
Nomenclature
R = Ring Gear
S=Sun Gear
C= Planetary Gear
RPM = Revolution per minute
S1= solenoids for controlling the clutches
S2= solenoids for controlling the clutches
B= Brake system
STH= Solenoid STH controls oil pressure in the system
I.
Introduction
1 Student, Department of Mechanical Engineering, gigwegbe@gmail.com, Group 5
An automatic transmission (also called automatic gearbox) is a type of motor vehicle that can
automatically change gear ratios gear as the vehicle moves, freeing the driver from having to shift gears manually.
Most automatic transmissions have a defined set of gear ranges, often with a parking pawl feature that locks the
output shaft of the transmission stroke face to keep the vehicle from rolling either forward or backward.
Similar but larger devices are also used for heavy-duty commercial and industrial vehicles and equipment.
Some machines with limited speed ranges or fixed engine speeds, such as some forklifts and lawn mowers, only use
a torque converter to provide a variable gearing of the engine to the wheels. A conventional automatic transmission
uses a torque converter instead of a straight friction clutch to manage the connection between the transmission
gearing and the engine.
II.
History
The automatic transmission was invented in 1921 by Alfred Horner Munro of Regina, Saskatchewan,
Canada, and patented under Canadian patent CA 235757 in 1923. (Munro obtained UK patent GB215669 215,669
for his invention in 1924 and US patent 1,613,525 on 4 January 1927). Being a steam engineer, Munro designed his
device to use compressed air rather than hydraulic fluid, and so it lacked power and never found commercial
application. The first automatic transmission using hydraulic fluid was developed in 1932 by two Brazilian
engineers, Jos Braz Araripe and Fernando Lehly Lemos and subsequently the prototype and plans were sold off to
General Motors who introduced it in the 1940 Oldsmobile as the "Hydra-Matic" transmission.[citation needed] They
were incorporated into GM-built tanks during World War II and, after the war, GM marketed them as being "battletested".
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III.
Theory
PRINCIPLE OF TORQUE CONVERTER
One part can drive another by force of air or oil.

In a manual transmission this is done by the driver, manually selecting gear ratios to suit. In an automatic
transmission, it is done by both the transmission control system, automatically selecting the gearing according to
load and speed, and by the torque converter. The torque converter is mounted on the engine in the
same place as a manual clutch, and does the same job, transmitting engine torque to the
input shaft of the transmission. It can also multiply torque according to driving conditions.
Its a fluid coupling, with the fluid acting as the driving medium, since none of the converter
components are physically connected to the others. It acts as an automatic clutch. At engine
idle speeds, it allows the engine to operate while the vehicle is stationary and the
transmission is in a drive range. In its simplest form, a single-stage torque converter has
three elements: The Impeller, the Turbine and Stator.
Diagram of Impeller, Stator and Turbine.
TORQUE CONVERTER OPERATION

When the impeller is driven by the engine crankshaft, the fluid around the impeller rotates in the same
direction. As impeller speed increases, centrifugal force causes the fluid to flow outward from the center of the
impeller and flows along the vane surfaces of the impeller toward the turbine. The fluid strikes the vanes of the
turbine causing it to rotate in the same direction as the impeller.
OPERATIONAL PHASES OF TORQUE CONVERTER

A torque converter has three stages of operation
STALL: The prime mover is applying power to the impeller but the turbine cannot rotate. For example, in
an automobile, this stage of operation would occur when the driver has placed the transmission in gear but is
preventing the vehicle from moving by continuing to apply the brakes. At stall, the torque converter can produce
maximum torque multiplication if sufficient input power is applied (the resulting multiplication is called the stall
ratio). The stall phase actually lasts for a brief period when the load (e.g., vehicle) initially starts to move, as there
will be a very large difference between pump and turbine speed.
ACCELERATION: The load is accelerating but there still is a relatively large difference between impeller
and turbine speed. Under this condition, the converter will produce torque multiplication that is less than what could
be achieved under stall conditions. The amount of multiplication will depend upon the actual difference between
pump and turbine speed, as well as various other design factors.
COUPLING: The turbine has reached approximately 90 percent of the speed of the impeller. Torque
multiplication has essentially ceased and the torque converter is behaving in a manner similar to a simple fluid
coupling. In modern automotive applications, it is usually at this stage of operation where the lock-up clutch is
applied, a procedure that tends to improve fuel efficiency.
After the fluid dissipates its energy against the vanes of the turbine, it flows inward along the vanes of the turbine.
When it reaches the interior of the turbine, the turbines curves vane of the stator causing the-way clutch to lock the
stator and redirects fluid at the impeller vanes in the direction of engine rotation, increasing engine torque.
As the impeller and turbine approach the same speed, fluid strikes the back of the stator vanes, releasing the oneway clutch and allows the stator to freewheel. Unless the stator freewheels, being mounted to the transmission body,
fluid will strike the vanes of the stator and limit engine rpm and upper engine performance.
CONVERTER LOCK-UP CLUTCH
At lower speeds the torque converter provides multiple gear ratios when high torque is needed. As the
impeller and the turbine rotates at nearly the same speed, no torque multiplication is taking place, the torque
converter transmits the input torque from the engine to the transmission at ratio of almost 1:1. There is however,
approximately 4% to 5% difference in rotational speed between the turbine and impeller. The torque converter is not
transmitting 100% of the power generated by the engine to the transmission, so there is energy loss.
To reduces energy loss and improve fuel economy, the lock-up clutch mechanically connect the impeller
and the turbine when the vehicle speed is about 37 mph or higher. When the lock-up, 100% of the power is
transferred through the torque converter.
SIMPLE PLANETARY GEAR
FORWARD DIRECTION
When the ring gear or sun gear is held in fixed position and either of the other members is an input
member, the output gear rotational direction is always the same as the input gear rotational direction.
REDUCTION
When the internal teeth of the ring gear turns clockwise, the external teeth od the pinion gear walk around the fixed
sun gear while rotating clockwise. This causes the carrier to rotate at reduced speed.
OVERRDRIVE
When the carrier turns clockwise, the external toothed gears walk around the external toothed sun gear
while rotating clockwise. The pinion gears cause the internal toothed ring gear to accelerate to a speed greater than
carrier. speed in clockwise direction.
REVERSE DIRECTION
When the carrier is held and either of the other gears are input members, the output gear will rotate in the
opposite direction. With the carrier held, when the external toothed sun gear turns clockwise, the external toothed
pinion gears on the carrier idle in place and drive the internal toothed ring gear in the opposite direction.
(Right to Left ) Diagram from AUTOMEDICS Workshop and schematic.
HOLDING DEVICES FOR PLANETARY GEAR SET

The stress-strain curve shown in figure 1-5 may be used to characterize several strength characteristics of
the material. They are holding devices used in the planetary gear set. Each type has its specific design advantage.
The three include multi-plate clutches/brakes and one-way clutches.
MULTIPLATE CLUTCH.
The multiplate clutch connects two rotating components of the planetary gear set. The Simpson planetary
gear units uses two multiplate clutches, the forward clutch and direct clutch. Each clutch drum is slotted on the inner
diameter to engage the steel plate and transfer turning torque from the engine.
Multiplate clutch
MULTIPLATE OPERATION
Since this assembly rotates while the vehicle is in motion, it presents a an unique challenge to ensure
pressurized fluid reaches the clutch engaged for many ten thousands of mile of service. Oil seal rings seal the fluid
passage between the clutch drum and oil pump stator support and transmission center support.
Seal are mounted on the piston inner and outer diameter which seals the fluid applying the piston. A relief
ball valve is housed in the piston body to release hydraulic fluid when the clutch is released. As the drum rotates,
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some fluid remains behind the piston and centrifugal force causes the fluid to flow to the outer diameter of the drum
causing pressure.
MULTIPLATE BRAKES
The multiplate brake is constructed in a similar manner to the multiplate clutch. It locks or holds a rotating
component of the planetary gear set to the case of the transmission.
Hydraulic pressure actuates the piston and return springs return the piston to the rest position in the clutch
drum when pressure is released. Friction discs are steel plates to which friction material is bonded. They are always
located between two steel plates. The friction disc inner diameter is slotted to fit over the splines of the clutch hub,
similar to the muliplate clutch.
However, the steel plates spline to transmission case, thus providing an anchor. The ordinate of a point
almost coincident with P is known as the elastic limit, i.e. the maximum stress that may be developed during a
simple tension test such that there is no permanent or residual deformation when the load is entirely removed.
BRAKE BAND
The brake band performs the same functions as the multiplate brake and is located around the outer
circumference of the direct clutch drum. One end of this brake band is anchored to the transmission case with a pin,
while the other end contacts the brake piston rod which is controlled by hydraulic pressure and spring tension.
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BAND OPERRATION
The band is applied by piston and piston rod located in the transmission case. When hydraulic pressure is
applied to the piston, the piston moves to the left compressing outer spring. The inner spring transfers motion from
the piston to piston rod, applying pressure to the end of the brake band. As the inner spring compresses, the piston
comes in direct contact with the piston rod shoulder and a high frictional force is generated between the brake and
drum.
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When the pressurized fluid is drained from the cylinder, the piston and piston rod are pushed back by the force of the
outer spring do the drum is released by the brake band.
ONE-WAY CLUTCH
The one-way clutch is a holding device which requires no seal or hydraulic pressure to apply. They are
either a roller clutch or sprag clutch. Their operation is similar in that they both rely on the wedging the metal sprags
between two races.
One-way clutch
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OPERATION OF ONE-WAY CLUTCH

A one-way sprag clutch consists of hub as inner race and a drum, or outer race. The two races are separated
by a number of sprags which looks above image. When looking at them from the side view. As a result, when the
center race turns clockwise, it causes the sprag to tilt and the short distance allows them to turn.
When the center race turns counterclockwise, it tries to move the sprag so that the long distance is wedged
against the outer race. This causes the center race to stop turning. To assist the sprags in their wedging action, a
retainer spring is installed which keeps the sprags slightly tilted at all times in the direction which will lock the
turning race.
COMPUTER CONTROL
The computer uses sensors on the engine and transmission to detect such things as throttle position, vehicle speed,
engine speed, engine load, brake pedal position, etc. to control exact shift points as well as how soft or firm the shift
should be. Once the computer receives this information, it then sends signals to a solenoid pack inside the
transmission. The solenoid pack contains several electrically controlled solenoids that redirect the fluid to the
appropriate clutch pack or servo in order to control shifting. Computerized transmissions even learn your driving
style and constantly adapt to it so that every shift
is timed precisely when you would need it.
Because of computer controls, sports models are

coming out with the ability to take manual
control of the transmission as though it were a
stick shift, allowing the driver to select gears
manually. This is accomplished on some cars by
passing the shift lever through a special gate,
then tapping it in one direction or the other in
order to up-shift or down-shift at will. The computer monitors this activity to make sure that the driver does not
select a gear that could over speed the engine and damage it.
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Another advantage to these "smart" transmissions is that they have a self diagnostic mode which can detect a
problem early on and warn you with an indicator light on the dash. A technician can then plug test equipment in and
retrieve a list of trouble codes that will help pinpoint where the problem is.
VALVE BODY
The valve body is operated by the shift lever and sensors, and controls oil flow to pistons and servos.
The valve body

Hydraulic control center that receives pressurized fluid from the main pump operated by the fluid
coupling/torque converter. The pressure coming from this pump is regulated and used to run a network of springloaded valves, check balls and servo pistons. The valves use the pump pressure and the pressure from a centrifugal
governor on the output side (as well as hydraulic signals from the range selector valves and the throttle
valve or modulator) to control which ratio is selected on the gear set; as the vehicle and engine change speed, the
difference between the pressures changes, causing different sets of valves to open and close.
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Interior of valve body

The hydraulic pressure controlled by these valves drives the various clutch and brake band actuators,
thereby controlling the operation of the planetary gear set to select the optimum gear ratio for the current operating
conditions. However, in many modern automatic transmissions, the valves are controlled by electro-mechanical
servos which are controlled by the electronic engine control unit (ECU) or a separate transmission control unit
(TCU, also known as transmission control module (TCM).
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HYDRAULIC SYSTEM
Transmission fluid serves a number of purposes including: shift control, general lubrication and transmission
cooling. Unlike the engine, which uses oil primarily for lubrication, every aspect of a transmission's functions are
dependent on a constant supply of fluid under pressure. This is not unlike the human circulatory system (the fluid is
even red) where even a few minutes of operation when there is a lack of pressure can be harmful or even fatal to the
life of the transmission.
In order to keep the transmission at normal operating temperature, a portion of the fluid is
sent through one of two steel tubes to a special chamber that is submerged in anti-freeze in the radiator. Fluid
passing through this chamber is cooled and then returned to the transmission through the other steel tube. A typical
transmission has an average of ten quarts of fluid between the transmission, torque converter, and cooler tank. In
fact, most of the components of a transmission are constantly submerged in fluid including the clutch packs and
bands. The friction surfaces on these parts are designed to operate properly only when they are submerged in oil.
The hydraulic system
PUMP
Not to be confused with the impeller inside the torque converter, the pump is typically a gear pump
mounted between the torque converter and the planetary gear set. It draws transmission fluid from a sump and
pressurizes it, which is needed for transmission components to operate.
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18
The pump
The input for the pump is connected to the torque converter housing, which in turn is bolted to the engine's flywheel,
so the pump provides pressure whenever the engine is running and there is enough transmission fluid, but the
disadvantage is that when the engine is not running, no oil pressure is available to operate the main components of
the transmission, and is thus impossible to push-start an vehicle equipped with an automatic transmission.
The oil sump

Early automatic transmissions also had a rear pump for towing purposes, ensuring the lubrication of the rear-end
components.
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POWER FLOW
There are three shaft in planetary: the input shaft, sun gear, and the output shaft. The input shaft is driven from the
turbine in the torque converter. It is connected to the front planetary ring gear through the multiplate clutches. The
sun gear, which is common to both the front and rear planetary sets. The output shaft is splined to the carrier of the
front planetary and then provides turning torque to the wheels or overdrive unit.
Power flow
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COMMON TRANSMISSION PROBLEMS

Problems that involve mechanical systems typically exhibit distinct sensations and
sounds that act as indicators that a certain process isnt working the way it is intended to. As soon
as you recognize that something seems a bit off with your vehicles functionality, it is time to
assess the issue and look for a way to fix it.
Overloading a converter can result in several failure modes, some of them potentially dangerous
in nature:
Overheating: Continuous high levels of slippage may overwhelm the converter's ability
to dissipate heat, resulting in damage to the elastomer seals that retain fluid inside the
converter. This will cause the unit to leak and eventually stop functioning due to lack of
fluid.
Stator clutch seizure: The inner and outer elements of the one-way stator clutch become
permanently locked together, thus preventing the stator from rotating during the coupling
phase. Most often, seizure is precipitated by severe loading and subsequent distortion of
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the clutch components. Eventually, galling of the mating parts occurs, which triggers
seizure. A converter with a seized stator clutch will exhibit very poor efficiency during
the coupling phase, and in a motor vehicle, fuel consumption will drastically increase.
Converter overheating under such conditions will usually occur if continued operation is
attempted.
Stator clutch breakage: A very abrupt application of power can cause shock loading of
the stator clutch, resulting in breakage. If this occurs, the stator will freely counter-rotate
in the direction opposite to that of the pump and almost no power transmission will take
place. In an automobile, the effect is similar to a severe case of transmission slippage and
the vehicle is all but incapable of moving under its own power.
Blade deformation and fragmentation: If subjected to abrupt loading or excessive

heating of the converter, pump and/or turbine blades may be deformed, separated from
their hubs and/or annular rings, or may break up into fragments. At the least, such a
failure will result in a significant loss of efficiency, producing symptoms similar
(although less pronounced) to those accompanying stator clutch failure. In extreme cases,
catastrophic destruction of the converter will occur.
Ballooning: Prolonged operation under excessive loading, very abrupt application of

load, or operating a torque converter at very high RPM may cause the shape of the
converter's housing to be physically distorted due to internal pressure and/or the stress
imposed by inertia (centrifugal force). Under extreme conditions, ballooning will cause
the converter housing to rupture, resulting in the violent dispersal of hot oil and metal
fragments over a wide area.
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Lack Of Response
Whining, Clunking And Humming
Leaking/Low Fluid
Grinding Or Shaking
Burning Smell
Refuses To Go Into Gear
Dragging Clutch
Troubleshooting
The Problem
Fluid Leakage
Is Caused By
Fluid flows out the oil filler tube.
What To Do
Defective pan gasket

Loose filler tube
Loose extension housing
to transmission case.
Converter housing area
leakage
High fluid level

Clogged oil filter
Internal fluid leakage
Transmission overheats (this is

usually accompanied by a strong
burned odor to the fluid)
Low fluid level

Fluid cooler clogged
Heavy pulling or hauling
with insufficient cooling
Faulty oil pump, internal
slippage
Replace or tighten pen

bolts
Tighten tube nut
Tighten bolts
Have transmission
checked professionally.
Check and correct fluid
level
Open breather vent
Replace filter or clean
screen
Have transmission
Check and correct fluid
level
Drain and refill
transmission. If this
doesnt cure the problem,
have cooler lines cleared
or replaced
Have transmission
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Benefits of an Automatic Transmission

Drivers who drive a car with an automatic transmission have several benefits over those whose car has a
manual transmission.
1.
Easier to Operate Because the transmission takes care of shifting between gears in order to match
acceleration and deceleration needs, drivers dont have to learn how to use a clutch, when to shift, and the
proper timing required for operating a manual transmission effectively. When driving an automatic, the driver
must only shift between park, drive, and reverse which is much easier and requires less specific knowledge.
2.
Higher Resale Value Over the last two decades, automatic transmissions have become far more popular
than their manual counterparts. As a result, the resale value of a car with an automatic transmission is
generally higher than the same model with a manual transmission because there is more demand for the
automatic model.
3.
Better in Traffic There is no comparison between the automatic and manual transmission when faced with
bumper-to-bumper, stop-n-go traffic. A driver with an automatic transmission doesnt have to worry about the
clutch, shifting up and down between the first few gears over and over again, or stalling if they get the timing
wrong.
4.
More Availability As mentioned above, the demand for cars with automatic transmissions has far
surpassed the demand for manual transmissions over the last several decades. This caused car manufacturers
to make more automatics than manuals to meet the demand. For consumers, this means that whether you are
buying new or used, there are more cars with automatic transmissions available.
5.
More Powerful and Accurate Automatic transmissions are inherently superior in terms of the power they
provide and how accurately they shift between gears. Automatic transmission designs allow for more surface
contact to exist between the gears which results in a more powerful transmission that is less susceptible to
breakage.
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Research Review.
The research design to research on the components and functions of automatic transmission. The
industry where the research was carried out at AUTOMEDICS AUTOCARE inside the
Automobile Engineering Workshop of FCE(T), Akoka. It is well known for the servicing and
maintenances and sales firm. The experience gave us a full understanding of the application of
automatic transmission and also the animated simulation was performed with the aid of this site
http://skoola.com/Files_books/automatic-transmission-gears-diagram.swf
C1 only engaged
First Gear
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In first gear, the smaller sun gear is driven clockwise by the turbine in the torque converter. The planet carrier tries to
spin counterclockwise, but is held still by the one-way clutch (which only allows rotation in the clockwise direction)
and the ring gear turns the output. The small gear has 30 teeth and the ring gear has 72, so the gear ratio is:
Ratio = -R/S = - 72/30 = -2.4:1
So the rotation is negative 2.4:1, which means that the output direction would be opposite the input direction. But
the output direction is really the same as the input direction -- this is where the trick with the two sets of planets
comes in. The first set of planets engages the second set, and the second set turns the ring gear; this combination
reverses the direction. You can see that this would also cause the bigger sun gear to spin; but because that clutch is
released, the bigger sun gear is free to spin in the opposite direction of the turbine (counterclockwise).
Oil enters B1 and C3 engaged.

Second Gear
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This transmission does something really neat in order to get the ratio needed for second gear. It acts like
two planetary gear sets connected to each other with a common planet carrier.
The first stage of the planet carrier actually uses the larger sun gear as the ring gear. So the first stage consists of the
sun (the smaller sun gear), the planet carrier, and the ring (the larger sun gear).
The input is the small sun gear; the ring gear (large sun gear) is held stationary by the band, and the output is the
planet carrier. For this stage, with the sun as input, planet carrier as output, and the ring gear fixed, the formula is:
1 + R/S = 1 + 36/30 = 2.2:1
The planet carrier turns 2.2 times for each rotation of the small sun gear. At the second stage, the planet carrier acts
as the input for the second planetary gear set, the larger sun gear (which is held stationary) acts as the sun, and the
ring gear acts as the output, so the gear ratio is:
1 / (1 + S/R) = 1 / (1 + 36/72) = 0.67:1
To get the overall reduction for second gear, we multiply the first stage by the second, 2.2 x 0.67, to get a 1.47:1
reduction.
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C2 and C3 engaged.
Third Gear
Most automatic transmissions have a 1:1 ratio in third gear. You'll remember from the previous section that all we
have to do to get a 1:1 output is lock together any two of the three parts of the planetary gear. With the arrangement
in this gear set it is even easier -- all we have to do is engage the clutches that lock each of the sun gears to the
turbine.
If both sun gears turn in the same direction, the planet gears lockup because they can only spin in opposite
directions. This locks the ring gear to the planets and causes everything to spin as a unit, producing a 1:1 ratio.
B1, C2 are engaged

Overdrive
By definition, an overdrive has a faster output speed than input speed. It's a speed increase -- the opposite of a
reduction. In this transmission, engaging the overdrive accomplishes two things at once. If you read How Torque
Converters Work, you learned about lockup torque converters. In order to improve efficiency, some cars have a
mechanism that locks up the torque converter so that the output of the engine goes straight to the transmission.
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In this transmission, when overdrive is engaged, a shaft that is attached to the housing of the torque converter (which
is bolted to the flywheel of the engine) is connected by clutch to the planet carrier. The small sun gear freewheels,
and the larger sun gear is held by the overdrive band. Nothing is connected to the turbine; the only input comes from
the converter housing. Let's go back to our chart again, this time with the planet carrier for input, the sun gear fixed
and the ring gear for output.
Ratio = 1 / (1 + S/R) = 1 / (1 + 36/72) = 0.67:1
So the output spins once for every two-thirds of a rotation of the engine. If the engine is turning at 2000 rotations per
minute (RPM), the output speed is 3000 RPM. This allows cars to drive at freeway speed while the engine speed
stays nice and slow.
C1 and B2 are engaged
Reverse Gear
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Reverse is very similar to first gear, except that instead of the small sun gear being driven by the torque
converter turbine, the bigger sun gear is driven, and the small one freewheels in the opposite direction. The planet
carrier is held by the reverse band to the housing. So, according to our equations from the last page, we have:
Ratio = -R/S = 72/36 = 2.0:1
So the ratio in reverse is a little less than first gear in this transmission.
SUMMARY OF GEAR RATIO

This transmission has four forward gears and one reverse gear.
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SUMMARY OF EFFECT OF GEAR SELECTION ON SOLENOID

GEAR
S1
S2
SL
STH
SPEED(km/h)
RPM_IN
RPM_OUT
RATIO
On
Off
Off
12
1000
416
2.4
0n
0n
Off
22
1000
680
1.47
Off
On
Off
32
1000
1000
OD
Off
Off
On
48
1000
1500
0.67
Off
Off
Off
1000
Off
Off
Off
16
1000
500
These values in the table were obtained after carrying out the experiment procedures S1 and S2 are solenoids for
controlling the clutches and brake B. Solenoid STH controls oil pressure in the system.
SUMMARY OF POWER INPUT, POWER OUTPUT, AND GEAR RATIO.
DIAGRAM SHOWING AUTOMATIC TRANSMISSION AT AUTOMEDIC WORKSHOP
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DIAGRAM SHOWING THE SCHEMATICS OF AUTOMATIC TRANSMISSION.

11) Torque Converter 12) Input Shaft 13) Clutch Assemblies 14) Planetary Gear set 15) Case 16)
Output Shaft 17) Bands 18) Servo Piston 19) Shift Lever 20) Oil Pump
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VI.
Conclusion
In summary, I went to AUTOMEDICS WORKSHOP Automobile Engineering Workshop of FCE(T),

Akoka. with the aim of comprehending the Automatic Transmission of automobile, it components functions and
their power flow which I was able to achieve through the hand on practical in the workshop. I was able to know the
importance and operations along with the servicing of automatic transmission, which is very vital in the maintenance
of the automobile system. It is important to keep up a regular maintenance schedule for your car. Many times major
expensive repairs can be avoided if the vehicle is properly maintained. This is especially true if you notice
something unusual. The car should be taken in immediately for service. Brushing up on your knowledge of
transmissions (at least the basics) is highly recommended as it can help you save money by avoiding costly
inspections and doing simple procedures such as changing transmission fluid yourself as well as making you
knowledgeable enough to avoid being over-repaired, over charged. With this information, we are able to have fully
comprehend.
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Acknowledgement
First, I give glory to God for making it possible for me to compile this report. I would like to express my
sincere appreciation to the head of mechanical engineering DR K.T AJAYI who had included an engineering
industrial training as a partial fulfilment for Bachelor of Science degree (B.sc). Also, I would like to thank the
management of AUTOMEDICS AUTOCARE; Mr.O.O KENNY who had created time out of no time to attend to us.
Finally, I give special thanks to DR.E.O.B OGEDENGBE for making us go beyond the classroom to get industrial
experience and see the application first hand.
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AUTOMATIC TRANSMISSION

Igwegbe Ifeanyi George1

1 Student, Department of Mechanical Engineering, gigwegbe@gmail.com, Group 5

PRINCIPLE OF TORQUE CONVERTER

One part can drive another by force of air or oil.

Diagram of Impeller, Stator and Turbine.

TORQUE CONVERTER OPERATION

OPERATIONAL PHASES OF TORQUE CONVERTER

CONVERTER LOCK-UP CLUTCH

SIMPLE PLANETARY GEAR

(Right to Left ) Diagram from AUTOMEDICS Workshop and schematic.

HOLDING DEVICES FOR PLANETARY GEAR SET

OPERATION OF ONE-WAY CLUTCH

Because of computer controls, sports models are

The valve body

Interior of valve body

The hydraulic system

The oil sump

COMMON TRANSMISSION PROBLEMS

Blade deformation and fragmentation: If subjected to abrupt loading or excessive

Ballooning: Prolonged operation under excessive loading, very abrupt application of

Fluid flows out the oil filler tube.

Defective pan gasket

High fluid level

Transmission overheats (this is

Low fluid level

Replace or tighten pen

Benefits of an Automatic Transmission

Ratio = -R/S = - 72/30 = -2.4:1

Oil enters B1 and C3 engaged.

1 + R/S = 1 + 36/30 = 2.2:1

1 / (1 + S/R) = 1 / (1 + 36/72) = 0.67:1

B1, C2 are engaged

Ratio = 1 / (1 + S/R) = 1 / (1 + 36/72) = 0.67:1

C1 and B2 are engaged

SUMMARY OF GEAR RATIO

SUMMARY OF EFFECT OF GEAR SELECTION ON SOLENOID

SUMMARY OF POWER INPUT, POWER OUTPUT, AND GEAR RATIO.

DIAGRAM SHOWING AUTOMATIC TRANSMISSION AT AUTOMEDIC WORKSHOP

DIAGRAM SHOWING THE SCHEMATICS OF AUTOMATIC TRANSMISSION.

In summary, I went to AUTOMEDICS WORKSHOP Automobile Engineering Workshop of FCE(T),

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